Car-brake



No. 607,069. Patented July l2 I898. E. C. NICHOLS.

CAR BRAKE.

(Application filed Dec. 17. 1897.)

(N0 Model.)

3 Sheets-Sheet No. 607,069. Patented .luly l2, I898.

E. c. NICHOLS.

CAR BRAKE.

(Applicatiun filed Dec. 17, 1897.) (No Model.) a Sheets-Sheet 2.

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SQ R I Wm No. 607,069. Patented July 12, I898.

E. c. NICHOLS.

CAR BRAKE.

(Applicafion filed Dec. 17, 1897.) V v(N0 Model.) 3 Sheets$heet 3.

EDIVIN C. NICHOLS, OF TOPEKA, KANSAS.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 607,069, dated July 12,1898. Application filed December 17, 1897. Serial No. 662,332. (Nomodel.)

citizen of the United States, residing at T- peka, in the county ofShawnee and State of Kansas have invented certain new and usefulImprovements in Oar-Brakes; and I do hereby declare that the followingis a full, clear, and exact description of the invention, such as willenable others to make and use the same, reference being had to theaccompanying drawings, forming a part of this specification.

My invention relates more particularly to that class of brakes which areoperated by compressed air and commonly applied to railway-cars.

My invention has for its objects, first, the control of the air-brakewhen applied to brake the car-wheels, so as to retain the pressure ofair in the storage-tank, and, second, to separate the detachable partsof the brake-cylinder upon the bed-plate.

My invention consists in the novel construction and combination ofparts, such as will be first fully described, and specifically pointedout in the claims.

In the drawings, Figure l is a side elevation of the tender and brokenportions of the engine and railway-car, respectively, of a train,showing the improved brake applied to the wheels of the forward truck ofthe car, the compressed air storage tank on the tender and the series ofpipes extending from the said tender to the cab of the engine, the airconducting pipe connected with the brakecylinder and with thestorage-tank, the aircompressor pump on the engine, and the conductorconnected with said pump and the storage-tank. Fig. 2 is plan view ofthe forward truck of the car, and Fig. 3 is a side elevation of thetruck, showing the improved air-- brake applied thereto and a portion ofthe truss-bar opposite one of the brake-cylinders broken away. Fig. US atransverse sectional View of the car-truck, taken upon the line 00 so ofFig. 2, showing an end view of the brakecylinder and the transverseguide-bars. Fig. 5 is a vertical sectional view of the brake-cylinder,showing the brake-pistons and piston-rods and shoe releasing springs,also showing the brakeshoes and showing broken portions of thecar-wheel. Fig. 6 is a plan view of the brake cylinder and shoes as inFig. 5, showing the separate flanges on the separate parts of thecylinder or case. Fig. 7 is a transverse View of the brake-cy1inder,taken upon the line y y of Fig. 6, showing the guides on the piston-rod.

Similar letters of reference indicate corresponding parts in all thefigures.

In the drawings,to which reference is made, A represents the locomotiveor engine.

a is the steam-boiler, a the cab, and a the steam-dome; B, the tender,and G the car, which are upon track-rail c, the car being coupled withthe tender and the tender with the engine, as in the usualrailway-train.

D represents .the forward truck of the car 0, and cl the truck-frame,which'supports the weight of the forward end of the car.

In the various illustrations I have shown the triple axle-truck which iscommonly employed, in which d is the front axle and d d the car-wheelson said axle, d the rear axle and d d the car-wheels on said axle, and dthe intermediate axle and d d the carwheels upon said axle. Therespective caraxles are journaled in suitable lubricatingboxes in thelower part of the hangers d which are connected at their upper ends withthe truck-frame d in the usual manner. On the axle d and between saidbox and wheel (1 is a loosely-connected bearing or plate 61 and upon theother axles d d and upon side of the truck are the respective plates (1d which are the same as the plate 61 Upon the upper side portion of theplate (1 is hung the upper horizontal end portionf of the ordinarytruss-bar F, which end is secured to the plate by the pins f f whichenter the openingsfin the bar F. From the point of connection with plate01 said bar is bent at an angle and a portion f extended a shortdistance below the line of the axle (l and then bent at an angle and aportion f extended horizontally in the direction of the plate d on theaxle (Z and at a point near said plate a portion f of said bar is bentupwardly at an angle to the portion f and extended over plate (1 andthence downwardly upon the other side of the axle d to a point in linewith the horizontal portion f 3 of the said trussbar F, and a portion fextended horizontally in the direction of the plate d on the axle (1 towithin a shortdistance of said plate, and a portion f bent in an upwarddirection to the line of the top of the plate (Z and a portion f bent ina horizontal direction and extended to the line of the farther edgeportion of said plate, the connection with each plate (I (Z being madewith pins in the same manner as with the end f of beam F, so that aresistance to any strain on the car-axles is afforded in thelongitudinal direction of the truck. Upon the other side of the truck Dis a truss-bar F, which is secured to plates mounted on the other endsof the respective axles d d d and having the longitudinal portions f f,which are the same as and are directly opposite the respective parts f fof the bar F, the construction of said bar being precisely the same asthe bar 'F.

G G are spiral springs which are connected with the upper edge of thetruss-bar F, near the upwardlyinclined portions f f, which springsextend upwardly beneath the under edge of the truck-frame A and supportthe weight of the truclcframe and the forward end of the car 0. Saidsprings G G are placed near the bent portion of each truss-bar which isadjacent to each caraxle and upon both truss-bars. A portion f of thehorizontal portion f of the truss-bars extends downwardly from the loweredge of said bar a distance slightly in excess of the ordinary width ofsaid portion f of said bar and a short distance each way in thelongitudinal direction of the said truss-bar from a point on saidportion f of said bar equidistant from the respective bent portions ff*. Between the bent portions ff of the bar F is a downward extensionfoi the horizontal portionfflwhich corresponds in length and width to theportion f of the portion f of the same bar F. Upon the other side of thetruck D and extending below the lower edge of said beam, opposite theportion f is a downward extension f (see Fig. 4,) which is the same inlength and width as said portionf and from the lower edge of the portionf of the said bar is a downward extension which is precisely the same asthe extension f of trussbar F. \Vith the lower edge of the portion f ofthe horizontal portion f of the bar F is connected one end of bed-plateH, the other end of which plate is extended in a transverse direction tothe truck frame and connected at the other end with the lower edge ofthe portion f of the horizontal portion f of the bar F.

Upon the bedplate H, on the inner side of the portion f of bar F andbetween the respective car-wheels (Z d, is arranged the carbrakecylinder or case I. Said cylinder or case I is comparatively short inlength and is in two separate longitudinal parts 2' 2'. Upon the upperportion of the part i of said cylinder is a flange & which extends thelength of said cylinder, and upon the upper portion of part 1) is aflange 2', both of which flanges are secured firmly together by thebolts i, which pass through both flanges. Upon the under side portion ofeach separate part of the case or cylinder I is a flange '0', which aresecured together by the bolts 17 (see Fig. 4) in precisely the samemanner as the flanges t i, said separate flanges having the usual rubbergaskets 'L' between each flange, so as to insure an air tight joint.Upon one side of the cylinder or case I is a plate or casting 71 whichextends the length of said cylinder and from the bed-plate II the samedistance in a vertical direction as the flanges i 2' and is secured tothe outer side portion of said cylinder by the web 1'. (See Figs. at and6.) Upon the other side of the cylinder I is a plate which is preciselythe same in length and extends the same height above the bed-plate II asthe plate 2' and is connected with the adjacent side of the cylinder bymeans of a web 2'. The ends of the cylinder or case I are each in twoparts 2' i and 2' i and cast integral with the respective sides of thesaid brake-cylinder.

From the point 2' within the cylinder or case I, which is equidistantfrom the respective ends i 2' of said cylinder, the sides of thecylindrical opening 71, extending from said point 1' to the inner sideof the end 1' of said cylinder, incline downwardly at an angle to thehorizontal line of the outer side of said cylinder. The inner side ofthe end describes a line at right angles to the lines of the sides ofsaid cylindrical opening 1'". From the point 2' in the direction of theend 2' the sides of the cylindrical opening 71 are inclined downwardlyand extend to the inner side of the head 11 in the opposite direction toand at the same degree of inclination from the horizontal line of theouter side of the cylinder as described of the cylindrical portion 2' ofsaid cylinder. The inner side of the head 2' also describes a rightangle to the lines of the sides Within the portion of the cylinderhaving the inclined sides 2'" is a piston K, and within the portion ofthe cylinder having the inclined sides is a piston K. With the piston Kis connected one end of a piston-rod 713, the other end of which pistonextends through an opening F in the end i of the cylinder 1, whichopening is slightly larger than said pistorrrod for the purposehereinafter described. On the side of the piston-rod in opposite to thehead 2' of the cylinder is a longitudinally-extended guidelug and in theinner portion of the said -end Z is a groove M, which receives the lug70 Upon the other side of the piston-rod It is a lug 70 and on the innerside of the end of said cylinder a groove 70 which are in linehorizontally with the lug Ta and groove 71: The piston-rod 7.3 isprovided with a lug and the side 1' of said cylinder with grooves in thesame manner as described of the end i" of the cylinder and itspiston-rod 70. With the other end of the piston-rod 7a is connectedrigidly the shoe L, which consists of a curved plate or casting Z, thebearingsurface of which shoe is curved in the arc of the circledescribed of the periphery of the wheel (1 said shoe being of sufficientlength to obtain a firm bearing upon the wheel.

Within the portion of the cylinder having the inclined inner sideportion 2' is a piston K, which is the same as the piston K and withwhich is connected one end of a piston-rod 7a, which is the same inlength as the pistonrod is, and which rod extends through an opening 1'in the end a of said cylinder and is provided with a brake-shoe L at theother end of said rod, which bears against the periphery of the wheel (1in precisely the same manner as described of the piston-rod 7c and theshoe L.

Between the piston K and the inner side of the end 2' of the cylinder Iis a spiral spring M, which extends around the piston-rod K and bearsagainst the said piston with sufficient force to throw said piston inthe direction of the intermediate point 71 within the cylinder away fromthe end 1' to a described normal position when at rest. Between thepiston K and the inner side of the end is a spiral spring 1' which isthe same in tension as spring M and is also upon the rod and performsthe same office as the said spring M.

The cylinder I is secured to the truss-bar F by the nut-bolts n, whichextend through the truss-bar and the upper portion of the vertical platei in the said cylinder, and also by the nut-bolts n, which extendthrough the said plate i near its lower edge and also through thetruss-bar F. With the upper edge of the truss-bar F is connected one endof a strip or plate 0, the other end of which plate extends in atransverse direction to the said cylinder I and over the plates i 2' andis connected at the other end with the upper edge of the truss-bar F onthe other side of the truck D. A separate plate 0 also extends from thetruss-bar F to the truss-bar F over the cylinder I and at a shortdistance from the plate 0. In the side of the separate portion 2" of thecylinder I is a screw-threaded openingp, in which is fitted thescrew-threaded end portion 1) of a pipe P, the other end of which pipeextends to a position which is equidistant from the opposite sides ofthe truck and is provided with a fourway joint 19*. (See Fig. 2.) Uponthe other side of the truck D and secured to the inner side of thetruss-bar F is a brake-cylinder I, which is precisely the same inconstruction as the brake-cylinderI and the brake-shoes of which bearupon the periphery of the respective wheels d d of truck D. Upon thesame side of the truss-bar as the brake-cylinder I and between therespective wheels cl (1 is a brakecylinder 1 which is precisely the samein construction as the brake-cylinder I and secured to the truss-bar Fin like manner. Upon the inner side of the truss-bar F and securedthereto between the respective car-wheels d d is a brake-cylinder Iwhich is precisely the same in construction as the brake-cylincylinderS.

der I and secured to the truss-bar F in like manner. WVith the four-wayjoint 19 of pipe Pis connected one end of a pipe 19 the other end ofwhich pipe is connected with the cylinder I in the same manner asdescribed of the pipe P with the cylinder I. With the four-way joint 19is connected one end of a pipe p, the other end of which pipe extends toa position in line transversely with the respective cylinders I I and isconnected with a four-way joint 19. WVith the four-way joint 19 isconnected a pipe 29 which is connected with the cylinder I in the samemanner as the pipe 19 with the cylinder I, and with the four-way joint19 is also connected a pipe 19 which is connected with the cylinder I asdescribed of pipe 19 with the cylinder I. WVith the four-way jointp isconnected one end of an.

air-supply pipe 19", the other end of which pipe is extended to aposition near the forward end of-the car 0 and provided with acompressedair coupling 19 of the well-known construction.

Upon the engine and secured to the side of boiler a is an air pump orcompressor R. Above said compressor and secured to the said boiler is asteam-cylinder of the motor S, the piston-rod s of which motor isconnected with the piston-rod of the air-compressor B. On the side ofsteam-cylinder S is a steam cut-off valve 8 having the usualslide-valve, the valve-rod s of which is operated by the lever 8 pivotedat one end to the said valve-rod and at a point between both ends to asupport 5, extending from the The other end of valve-rod 8 extends tothe piston-rod s and is operated by lugs s on the piston-rod s in thewellknown manner. With the steam-valve check 8 is connected one end ofpipes, the other end of which pipe is connected with the steam-dome a onthe engine. WVith the eduction-opening to the compressed-air cylinder Ris connected one end of a pipe 1", the other end of which pipe isconnected with one end of the flexible pipe 1" near the forward part ofthe tender B, which is in two parts and provided with a compressed-aircoupling 1*. With the other end of the flexible pipe r is connected oneend of a pipe T the other end of which pipe extends within the bottom ofthe compressed-air storage-tank b on tender B.

Within the cab to on the engineA is a twoway valve or cook T. WVith oneend of said cock is connected one end of a pipe i, the other end ofwhich pipe extends to and is connected with one end of a flexible pipet, which is in two parts and connected by the compressed-air coupling2?. \Vith the other end of the flexible pipe t is connected a pipe 25which extends within the compressed-air storage-tank b at the bottom ofsaid tank. lVith the other portion of valve T is connected oneend of anexhaust-pipe t, which extends a short distance from said valve and isbent at right angles, as at 25 and a portion of said pipe extended in adown ward direction toward IiO the floor of the cab a and is open at itslower end. In the exhaust-pipe 6 a short distance from the valve T, is acut-off or exhaust valve 25. IVith the portion of pipe t between thevalve T and t is connected one end of a pipe t the other end of whichpipe extends to a position near the flexible pipe 25 and is connectedwith one end of a flexible pipe t which is in two parts and providedwith a compressed-air coupling 25 Vith the other end of pipe Z isconnected one end of a pipe '5 which pipe extends beneath the tender Band extends to and is connected with the other end of the flexible pipep having the coupling 19 near the forward end of car 0, and which pipe13 is connected with the respective brake-cylinders I I I I heretoforedescribed.

In like manner as described npon car 0 other cars may be coupled to saidcar provided with my improved car-brake and a pipe connected with thepipe P and said pipe extended to another car and connected with theair-conducting pipe to the brakecylinders through flexible pipes, asdescribed of the flexible pipes v" t i and in this manner an entiretrain composed of a number of cars is under the control of the brakes.

In the operation of the improved brake the steam from the steam-dome aon the engine, which is superheated steam, passes to the steam-cylinderof motor S on the side of boiler a. The motor S actuates theair-compressor R, and the compressed air passes through pipe 6 direct tothe compressed-air tank I) 011 the tender B, and a degree of pressuremaintained in said tank from energizing volumes of compressed airreceived from compressor R sufficient to be utilized upon the instantand with power adequate to be exerted in each brake-cylinder between thewheels of the trucks of one or 'more cars with corresponding impulse andthe degrees of force of the compressed air on the tank Z). The pressure,therefore, of the compressed air in tank 1) is also extended throughpipe 25 to the valve T in the cab a of the engine and within control ofthe engineer when required for the instant action of applying the braketo check or completely stop the movement of the carwheels, and thus themovement of the train. In order to apply the brake mentioned, the valveWis closed. The valve T is then opened the proper extent, and thecompressed air passes through the pipe 25", thence through the pipe 25to the pipe 13 beneath the car 0, and thence to the respectivebrake-cylinders I between the car-wheels d (I through the pipes 19 andP, and the compressed air admitted to cylinder I exerts a pressurecorresponding to that in tank Z) upon the opposing sides of the pistonsK K, and forcing said pistons in an opposite direction, and through thebrake-shoes L L upon the periphery of the wheels d d, compressing thesprings M M in the movement. At the same time the compressed air entersthe brake-cylinders I 'I I and exerts the same degree of air-pressureupon the opposing pistons in each one of the respective brake-cylindersas described within the brake-cylinder I, thus throwing the power uponall the wheels of the truck D. In this action of the pistons M M it willbe observed that the positions of the pistonrods 7t" of brake-cylinder Iand also in each brake-cylinder are below a line horizontally extendedthrough the axis of the car-Wheel and the brake-shoes comparatively ashort distance above the traok rail c, and that when the force of thebrake-shoes L L is brought by the action of the compressed air upon therespective car-wheels the lines of force are downward in the directionof the track-rail and at an angle to the lines of force applied to thecar-axles to move the train. Upon the instant that the movement of thetrain or car ceases the valve T is closed and valve i on the cab aopened, and the compressed air in the brake-cylinder I and also eachbrake-cylinder on the track returns through the same supplypipetandexhaustthroughthe pipeit IVhen, however, the brakes are required tobe kept upon the car-wheels for any considerable length of time and withall the pressure of the air obtained from the compressed airstorage-tank b, with the air-compressor at work and with the valve Topen, and it is desired to reduce the pressure in the brakecylinders,the valve T is closed and the exhaust-valve t is opened in a slightdegree, which action of the valve 25 releases the brakes upon theoar-wheels and permits the moving car to receive an increased degree ofspeed, but which speed may be instantly checked by closing the valve iand opening valve T, and the pressure of air within the compressed-airstorage-tank is at once communicated to the air within thebrake-cylinder and the brakes applied to the wheels.

The action of the springs M M in the brakecylinder I and also within theother brakecylinders exerts a power upon the respective pistons K K andthrows said pistons toward each other to a normal position in thebrakecylinder and the brake-shoes away from the car-wheels in readinessto be again operated by the compressed air. It will be observed that theposition of the brake shoe when thrown from the car-wheel is within ashort distance of the wheel, so that its action when required isimmediate. In these movements of the brake-shoes an accidental change ofposition of the brake-shoes L L is prevented by the guide-lugs 70' k inthe piston-rod 7t and upon the other pistons of each brakecylinder.

In order to separate the parts of brake-cylinder, the nut-bolts areremoved from the upper and lower flanges of the brake-cylinder I and theseparate part 2" moved in the bed 11 a suitable distance from the otherpart "6, thus affording a convenient access to the pistons of thebrake-cylinder for the purposes of repairs.

Having fully described my invention, what I now claim as new, and desireto secure by Letters Patent, is-

1. In a car-truck the combination with the car wheels and axles oftruss-bars on opposite sides of said truck connected with the caraxles,transverse bed-plates connected with said truss-bars, brake-cylinders onsaid bedplates, between the opposing car-wheels each brake-cylinderhaving separate pistons and piston-rods and a spring between each pistonand the head of said brake-cylinder, brakeshoes on the outer ends ofsaid piston-rods adapted to contact with the respective car- Wheels acompressed-air storage-tank and an air-compressor, and a motor connectedwith and actuating said air-compressor separate air-conducting pipesconnected with said storage-tank one of which pipes leads to and isconnected with said air-compressor and the other with one end of abrake-controlling two-way valve or cook an air-exhaust pipe connectedwith the other end of said two-way cock an air-exhaust valve in saidexhaust-pipe and a separate pipe connected with said exhaustpipe.between the brake-controlling and exhaust valves at one end and with thebrakecylinder at the other end at a point between the opposing pistonsas and for the purpose described.

2. In a car-truck, the combination with the truss-bars, upon both sidesof said truck, having a downwardly-extended portion, of a bedplateextending between the opposing carwheels of said truck, and connectedwith the lower edges of the respective downwardlyextended portions ofsaid truss-bars, and a brake-cylinder mounted upon said bed-plate,

having separate detachably-connected parts, one of said parts beingdetachably secured to one of said truss-bars, and the other part adaptedto be moved upon said bed-plate, for the purpose described.

3. The combination with an engine and its tender and a car connectedwith the tender, of a car-truck having car-wheels, truss-bars upon eachside of the truck, a brake-cylinder interposed between the car-wheels inline with each other and connected with one of the truss-bars, saidbrake-cylinder having separate pistons and piston-rods, and the innerside portion of said cylinder extending in the direction of thecylinder-heads in separate downwardly-inclined planes and at oppositeangles to each other and brake-shoes upon the outer ends of saidpiston-rods, a compressed-air storage-tank upon said tender and separateconductors of compressed air, one of which conductors is connected atone end with said storage-tank and the other end extended within saidengine and provided with a brake-operating valve, an exhaustpipeconnected with and extending from said brake-valve at one end, anexhaust-valve in said exhaust-pipe an air-compressor upon the engine anda motor, and a conductor of compressed air connected with saidcompressor and also with said compressed-air storagetank and a conductorof compressed air connected at one end with said brake-cylinder at apoint between the opposing pistons, and the other end with the saidexhaust-pipe at a point between the brake-operating and exhaust valvesfor the purpose described.

EDVIN O. NICHOLS.

itnesses:

E. E. CARPENTER, J. K. HUDSON.

